Automatic cooling system



y 20, 1952 J. BURICH AUTOMATIC COOLING SYSTEM Filed Feb. 12, 1949 INVENTOR. JOHN EUR/CH ATTORNEY Patented May 20, 1952 UNITED S 3 Claims.

My invention relates to automatic cooling systems for motor vehicles driven by internal combustion engines; and its primary object is to guard against and to prevent overheating of the circulating medium by the incorporation, within such; system, of an auxiliary water tank and circulating connections therefor, automatically controlled by thermostatic means electrically connected therewith. Other objects will appear from the drawing and as, hereinafter described and set orth- As. is generally known, automobiles and other motor driven vehicles, when driven across desert areas oroperating under hot climatic conditions are subject to. overheating because of the exposure of operativeparts. to abnormal atmospheric temperatures in addition to the usual high temperatures. coming from the engine of the vehicle. As the. result of encountering such abnormal temperatures, the burden thereby imposed upon the cooling, system of the vehicle is greatly increased, and the. water supply caused more rapidly to reach the. boiling point and in the form of steam to escape. from the radiator. Ordinarily this condition is unsatisfactorily met, by carrying water bags or some other form of portable water container, from which water from time to time is used to replenish or refill the radiator. In the absence of such additional water supply or the sufiiciency thereof, overheating is likely to occur which if continued to the point of danger may bring; about undue consumption or exhaustion of; the cylinder oil, the cracking of the motor heads, or blocks, the scorching of the cylinder walls, warpingof the pistons or piston rods, and other serious damage. Also when motor vehicles are, driven in mountainous regions where considerable elevations are encountered, any tendency to overheating is increased by reason of the fact that the boiling point of water decreases in proportion to the height reached above the eve o the. ea. and lso hat th r r ona thinn ng f. the. a r high e a io ar reached, slows up carburation, and imposes greater burden upon the engine and results in the production of' greater temperatures. Also the slowing up of the motor revolutions, thereby produced, reduces the effective action of the water pump, with the result that the circulation of the water around'the cylinder walls and through the Water jackets is delayed fora much longer period than under normal conditions, and the temperature of such water is correspondingly raised. Here again, such condition is sought to be alleviated, through the use of an additional supply of water in detached portable containers carried by the vehicle for such purpose.

Through the use of my invention, however, I-

' longed actual tests of the embodiment in av motor vehicle of my invention, substantially as here-. inafter described, in the deserts and mountainsof southern California, I have been able as required to reduce the temperatures of such ve-.

' 'hicle and its cooling system on an average. of

from thirty-five to forty degrees and effectually to guard against the riseofthe temperaturesbrought about by the conditions or environments referred to.

Attention is hereby directed to the drawing, illustrating a preferred form of my invention, in which similar numerals of designation refer to similar parts throughout the several views, and in which,

Figure 1 is a schematic representation of the parts comprising my improved automatic cooling system, including the auxiliary water tank, engine block, water pump, head, radiator, thermostat, and tubular and electrical connections therefor.

Fig. 2 is a longitudinal section of the thermostat, in upright position for the purpose of betterillustration, showing the same with inlets and outlets therefor, and showing electric connections thereof automatically operated through thermal expansion or contraction of the bimetallic bellows thereof; and

Fig. 3 is a wiring diagram showing the battery, and electrical circuit connections with the switch of the thermostat, solenoid valve of the tank outlet, and the signal light on the dash beard.

Referring to the drawin the engine there shown is conventional in character, representing the engine blocl; 4, head db, water pump 9, cranli case 5 and piston cylinder walls 6. Connecting the outlet of the upper part of saidhead with the intake of the upper part of the radiator 1 is the usual upper tube or hose 8, and connecting the outlet of the lower part of the said radiator with the pump 9 and intake of the lower part of said block is the usual lower tube or hose [0. Also connected to and leading into the pump 9, having the usual inlet into the engine block- 4, is the 55 lower end of the tube H, the upper end of which is connected with and leads out of the bottom of the auxiliary water tank I2, and is provided with the valve I3, automatically operated by the solenoid I4 as hereinafter set forth.

The tank I2 is preferably cylindrical in shape and made of galvanized iron or of copper lined sheet metal, but may be made of any shape or material suitable for the purpose, and may be secured to the frame or other part of the vehicle in any suitable manner and in any location convenient for its use. Preferably, the said tank should have a capacity of at least three gallons, to insure an ample supply of water. Also connected by a hose with and leading into the bottom of said tank is the tube I5, being of copper or other material suitable for the purpose, and being integral or connected with the lower part of the upright cooling coil I5a, located under the hood of the vehicle near the front thereof and adjacent to its radiator; the upper end of said coil being integral or connected with the tube I5b, leading out of the upper chamber I5 of the thermostat I! and being preferably integral with the outlet I8 extending through the cap I9 thereof. Also leading into the tank I2, and connected with the inlet I2a in the top thereof is the upper end of the tube 20, whose lower end is connected with and leads out of the upper portion of the radiator at one side thereof.

Connected with and extending from the drain outlet 4a of the engine block 4 is one end of the tube 2|, whose other end is connected with the leads into the inlet 22 extending through one side of the closure 23 of the thermostat II. Also leading out of the tube 8, intermediate the ends thereof, leading out of an outlet from the head 4?) of the engine, is the by-pass conduit 24, connecting with the inlet 25 extending through the back wall of said closure 23.

For the purpose of automatically holding or reducing the temperature of my cooling system, I provide the thermostat I7, and the electrical connections, shown in the drawing. As shown, the said thermostat comprises a cylindrical casing, the respective ends of which are threaded to engage with the cap I9 and the closure 23, provided with the outlet and inlets above referred to. In threaded engagement with the central opening I9a of the cap I9, is the bushing 26; and in threaded engagement with the inner wall of said bushing are the sleeves 21 and 28, located one above the other, and separated by the packing ring 29. In close sliding engagement with the openings through said sleeves and packing is the thermal rod 30, the lower portion of which extends downwardly into the upper chamber I6 of the thermostat and is in threaded engagement with the nut 32a and the damper 32, normally sealing, seated and resting upon the centrally apertured nipple 33 in threaded engagement with the inner wall of said thermostat, and securely affixed to the cage 34. Firmly secured to the lower end of said rod 38 or integral therewith is the extension 35 carrying thereon the thermally responsive bi-metallic bellows 36, the base of which rests upon and is firmly secured to the bottom of said cage. Below said cage is the lower chamber 31 communicating with the inlets 22 and 25.

In threaded engagement with the upper end of and the said rod being reciprocally mounted within the switch box 42, and normally kept in extended position by the spring 43; and the said box being mounted upon the bracket 42a, securely affixed to the cap I9. As shown, the terminal posts 44 and 45 are mounted upon and extend through one wall of said box, the inner end of the post 44 being connected with the contact head 46 and the inner end of the post 45 being connected with the bridge 41; which bridge is normally out of contact with the head 45, but positioned to be pressed thereupon by the collar 48 to establish electrical connection between said posts. Pressed fitted to the lower portion of the bar Me is the collar 48, so positioned that when the said rod is moved upwardly, the said collar will make contact with the bridge 41 and close the circuit leading to the solenoid I4 and to the light 48 upon the dash board of the vehicle as shown by the wiring diagram of Fig. 3; the storage battery 49 of said vehicle being wired in circuit with the post 44, and the switch 4| being connected with post 45, and said solenoid and light.

Preferably, where the tank I2 is located in a position rendering it difficult to reach and fill the same, I attach to the inlet I2a after removing the plug therefor, the hose I2b provided with the screw cap I20; the said hose being of any length the thermal rod 38 are the nuts 38 and 39, serving to clamp and to secure therebetween one end of the link 48 extending at right angles to said rod; the other end of said rod being in pivotal engagement with the bar Me of the switch 4|,

desirable for the purpose, and being disposed in a position suitable for replenishing or refilling the tank therethrough. Also for the purpose indicating at all times the temperature of the water within said tank, I preferably provide the same with the conventional temperature gage I2d. Also the said tank may be provided, as shown, with the drain outlet I2e.

For the operation of my improved cooling system the bi-metallic bellows 36 of the thermostat I7 is adjusted to be responsive to temperatures of water admitted from the engine head and block of approximately 174 to degrees Fahrenheit, at which temperatures the convolutions of said bellows will spread and expand upwardly from the bottom of the cage 34, and will cause the thermal rod 30 to rise carrying along with it the damper 32, which uncovering the aperture of the nipple 33, diverts the stream or streams of hot water coming from the engine head 41) and engine block 4, and causes them to flow upwardly through the hollow of the casing Na and to pass outwardly therefrom through the outlet I8 into the tube I521, thence into the cooling coil I5a, and finally through the tube I5 into the bottom of the tank I2. contemporaneously with the opening of said damper and rise of said rod, the bar 4Ia, connected therewith by the link 48, will also rise and close the switch 4| through contacts 46, 41; thereby, as shown by the wiring diagram in Fig. 3, establishing electrical connection with the light 48 and solenoid I4, which solenoid upon becoming so energized will open the valve I3 and cause coolwater to flow by means of the water pump from the bottom of the tank I2 downwardly through the pipe I I and to be discharged into the pipe I 8 or the intake side of pump 9.

Consequently, while the damper 32 is held open through the thermal expansion of the bellows 36, the major portion of the hot water discharged and diverted as aforesaid from the engine block 4 and head 4b through the the operation of the pump 9, will continue to circulate from said block, through the tube 8, by-pass 24, thermostat casing I'Ia, tube I5b, coil I50. and tube I5 into tank I2, and thence back to the block 4 through the tube II; also at the same time the smaller amount of hot water, remaining undiverted from the block 4, will normally continue to circulate to and from said radiator through tubes 8 and It, the overflow from said radiator passing from the top thereof through tube and into the tank [2 through the inlet 1211. This double circulation of water will thereupon continue until the Water passing through the thermostat casing He has become cooled below the critical temperatures of 174 to 185 degrees Fahrenheit, causing the convolutions of the bellows 38 to contract, the damper 82 to close, and the switch 4| through its connections therewith to open. Whereupon, the light 48 will become extinguished and the valve l3 made to close; thereby cutting out all circulation or water to and from the tank I2, upon plugging the inlet 12a, or closing the screw cap I20, and restoring normal circulatory conditions.

My invention may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. The present embodiment, as above set forth is therefore to be considered in all respects as illustrative and not restrictive, the scope of my invention being indicated by the appended claims rather than by the foregoing description, and all changes which may come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein.

What I claim and desire to secure by Letters Patent is:

1. In an automatic water cooling system for motor vehicles, the combination of a radiator, engine head and block, having tubular connections therebetween and with a pump for circulating water therethrough; an auxiliary water tank and a tube leading therefrom to said engine block and provided with a solenoid actuated valve; a tubular bi-pass conduit leading from said pump circulatory connections to said tank; a casing interposed in said tubular conduit intermediate the ends thereof and having a waterway therethrough continuous with the passageway of said conduit; a thermostatic bellows Valve for opening and closing said waterway and thermally controlled by the temperature of the water passing therethrough; electric switch means connected with said bellows valve and with said solenoid actuated valve and serving to open and close the same contemporaneously with the opening and closing of said bellows valve; and an electric signal light mounted upon the dash board of the 6 vehicle and in circuit with and operated by said electric switch means and serving to indicate when water is flowing out of said tank and into the said head and engine block.

2. In an automatic water cooling system for motor vehicles, the combination of a radiator, engine head and block, having tubular connections therebetween and with a pump for circulating water therethrough; an auxiliary water tank and a tube leading therefrom to said engine block and provided with a solenoid actuated valve; a tubular bi-pass conduit leading from said pump circulatory connections to said tank; a casing interposed in said tubular conduit intermediate the ends thereof and having a waterway therethrough continuous with the passageway of said conduit; a thermostatic bellows valve for opening and closing said waterway and thermally controlled by the temperature of the water passing therethrough; an electric switch means connected with said bellows valve and with said solenoid actuated valve and serving to open and close the same contemporaneously with the opening and closing of said bellows valve.

3. In an automatic water cooling systemior motor vehicles, the combination of a radiator, engine head and block, having tubular connections therebetween and with a pump for circulating water therethrough, an auxiliary water tank and a tube leading therefrom to said engine block and provided with a valve; a bi-pass conduit leading from said pump circulatory connections to said tank; a thermostatic valve positioned and adapted for opening and closing the passageway of said conduit and thermally controlled by the temperature of the water passing therethrough; and electric means connected with said valves and adapted to open and close the same contemporaneously one with the other.

JOHN BURICH.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,028,808 Campbell June 4, 1912 1,332,332 Good Mar. 2, 1920 1,455,835 Ingram May 15, 1923 1,668,817 Muir May 8, 1928 1,676,961 Muir July 10, 1928 2,457,618 Wiesendanger Dec. 28, 1948 

